City access roads - examples by Goudappel Coffeng

Benchmark of city access roads Comparable to Westplein

Benchmark of city access roads

‘‘The street is the river of life of the city, the place where we come together, the pathway to the center’’

William H. Whyte The social life of small urban spaces (1980)

Benchmark of city access roads

BENCHMARK OF CITY ACCESS ROADS Comparable to Westplein

Client

Municipality of Utrecht

Project code

UTT498/Asm/2474.01

Date of publication

23 october 2014

Projectteam client:

Peter van der Akker, Pieter van Sluijs

Projectteam Goudappel Coffeng

Ir. Marco Aarsen (project manager), Ir. Jacob Tiellemans, Ir. Christiaan Kwantes, Ir. Rico Andriesse

Status

Final

Benchmark of city access roads

CONTENT

1 INTRODUCTION . . . . . . . 6

1.1 Background 1.2 Your request

2 APROACH . . . . . . . . 10

2.1

Selected roads and cities

2.2 On-site visits 2.3 Deskresearch

2.4

Engaging with the cities

3 BENCHMARK . . . . . . . 18

Marialaan, Nijmegen Sint Annastraat, Nijmegen Groesbeekseweg, Nijmegen Vleutenseweg, Utrecht Heidelberglaan, Utrecht Croeselaan, Utrecht Brinkgreverweg, Deventer

Avenue Ceramique, Maastricht

IJburglaan, Amsterdam Overtoom, Amsterdam Mathenesserlaan, Rotterdam

Prinsegracht, Den Haag

Willemstraat, Eindhoven Boschdijk, Eindhoven Aalsterweg, Eindhoven Sophiastraat, Breda Index

Benchmark of city access roads

INTRODUCTION Inleiding

1.1 Background In 2014 the municipality of Utrecht will work with all stakeholders to draw up a structure plan for the second phase of the railway station redevelopment project. One of the main issues to be addressed is what Westplein should eventually look like. Westplein and the surrounding streets are an important part of the city. Situated directly adjacent to the National Public Transport Hub and the Jaarbeurs Trade Fair Centre, Westplein is a busy junction of cycle and urban public transport routes as well as being a through route between the A2 motorway and the city centre (‘Fly in’). It is also a place with great improvement potential, dominated as it is by traffic flows and having little spatial quality. If properly designed, Westplein can become an attractive link between the Lombok residential district, the railway station area, and the city centre. Key objectives The infrastructure should be designed in such a way as to:

▪▪

provide an attractive, liveable environment with good conditions for cyclists, pedestrians and leisure activities (pavement displays), continuous green spaces (uninterrupted lines of trees), well-designed crossings (preferably one traffic lane in each direction), and safety for road users;

▪▪

allow the forecast amount of through traffic to circulate smoothly and provide proper access to all the functions in and around Westplein;

▪▪

provide space to pursue a new property development programme.

Benchmark of city access roads

1.2 Your request The immediate reason for your request has been the decisionmaking process that will take place in the autumn of 2014 on the ultimate design of the infrastructure at Westplein. To provide a better understanding of the infrastructure and design options available, we have conducted a benchmark of city access routes that are comparable to Westplein. More specifically, we examined 16 access routes in different cities in the Netherlands. In the ‘Utrecht – Attractive and Accessible City’ policy plan, the authorities expect that Westplein will in future need to carry 15,000 to 20,000 vehicles per 24 hours. The ‘Lombokplein Development Plan’ of 2012 refers to a maximum of 15,000 vehicles per 24 hours. At the municipality’s request, our study is based on a range of 10,000 to 15,000 motor vehicles per 24 hours. Other requirements for the benchmark included:

▪▪ ▪▪ ▪▪ ▪▪ ▪▪

Well-designed crossings for pedestrians and cyclists. Link with the newly developed Lombokplein. A city access route with high-quality spatial integration. Presence of green spaces. Bustling road with multiple functions in the buildings alongside it.

▪▪

Designated spaces for buses and trams.

Benchmark of city access roads

2 APROACH Inleiding 2.1 Selected roads and cities Volumes < 15,000-20,000 vehicles per 24 hours

Drawing on our in-house knowledge of city access routes in the

2 x 1 lane with central reservation

Netherlands, we drew up a long-list of access routes with volumes of up to 15,000 vehicles per 24 hours. These we narrowed down to 16 roads by applying the following criteria. Traffic volumes on the main road

Volumes < 15,000-20,000 vehicles per 24 hours

Traffic volumes on the roads selected vary between around 10,000

1 x 2 lanes with no central reservation

and 15,000 vehicles per 24 hours. The lower end of this range is not a clear-cut figure. Some roads have low traffic volumes, but do have the capacity to accommodate 15,000 vehicles per 24 hours.

Volumes > 20,000 vehicles per 24 hours

For roads with volumes of up to 15,000 to 20,000 vehicles per 24

2 x 2 lanes

hours, 2 x 1 lane or 1 x 2 lanes will be sufficient. This also holds true for the reconstructed Westplein. Because we limited our selection of roads to those carrying a

For roads with volumes of up to 15,000 to 20,000 vehicles per 24 hours, 2 x 1 lane or

maximum of 15,000 vehicles per 24 hours, this benchmark study

1 x 2 lanes will be sufficient. Volumes in excess of 20,000 vehicles per 24 hours require

covers roads with 2 x 1 lane separated by a central reservation and

2 x 2 lanes in order for the traffic to keep flowing.

roads with 1 x 2 lanes with no central reservation.

Benchmark of city access roads

Pedestrian and cycle crossings

Spatial integration

In the case of Westplein, there is a need for a good connection

An access road is the entrance to a city centre. It is therefore

between the Lombok residential district and the city centre. Safe

important that it should have a certain style and quality. This quality

and convenient crossings for pedestrians and cyclists are therefore a

is determined by the adjacent buildings, road width, the materials

key objective.

applied, the quality of the greenery, and the degree of liveliness.

Function of the road within the city

Road safety

Westplein will become an access road into and out of the city

We have also looked at whether the roads meet the basic

centre. In performing the benchmark, we looked at the urban

requirements of the Dutch road safety programme. Sections that

nature, feel, and compactness of the roads.

were found not to meet these basic requirements have been identified.

Availability of public transport Westplein will have a shared tram and bus lane, meaning that the tramway will be paved. We have selected roads that approximate this situation as closely as possible. Relationship with the surrounding area and new square There are plans to construct a new square called Lombokplein. Some of the alternative plans provide for a connection between Westplein and the new square. To what extent will Westplein form a part of this square? Can it be crossed safely and conveniently by pedestrians and cyclists or will the road act as a barrier? Urban functions alongside the road The new access road will be situated in an urban setting comprising shops and residential properties. The authorities therefore wish to create lively facilities alongside the road.

Benchmark of city access roads

The roads examined are access roads in built-up areas. Their function is to allow traffic to run smoothly between areas. They are city access roads, often located in a central district, with a 50 km/h speed limit. The left-hand figure shows the ideal layout of an access road located in a built-up area (50 km/h). The right-hand figure shows the layout that an access road in a built-up area (50 km/h) should have as a minimum. This is an option if there are physical space constraints. Both drawings are taken from the â&#x20AC;&#x2DC;Basic Features of Road Design: Classification and Layout of Roadsâ&#x20AC;&#x2122;, published by CROW, the Dutch Technology Platform for Transport, Infrastructure and Public Space.

Ideal layout for access road

Minimum layout for access road

The road has a central reservation. This allows cars enough space to

This layout is an option if there are physical space constraints. Cyclists

turn off the road without hindering cars coming up behind. There is a

have their own space in the form of cycle lanes (red tarmac). The car

segregated cycle path for cyclists to travel to and from the city centre safely

lanes are separated by means of double solid white lines in the middle

and quickly. The central reservation provides a pause point for cyclists as

of the road. The turn lane into the residential streets has square and

well as pedestrians crossing the road. They only need to focus on traffic

triangle road markings to make drivers give way.

coming from one direction at a time. This makes crossing the road a lot safer. The central reservation can also ensure a ‘greener’ look. Cars turning

Dimensions

into a residential street drive across the pavement and cycle path. This

Carriageway width: 2.75 - 3.5 metres

makes drivers aware that they are entering a 30 km/h zone.

Parking spaces: 2.2 – 2.5 metres Cycle lane: 1.5 – 2 metres

Dimensions

Double solid white lines set 0.18 metre apart

Carriageway width: 2.75 - 4.5 metres Parking spaces, including 0.7 metre strip to get out of vehicle: 2.5 – 2.7 metres Cycle path: 2 - 2.5 metres

Never available: E Segregated infrastructure for agricultural traffic. F Crossing for slow traffic on road (level crossing). G Access to 30 km/h residential area. L Stops on main road. M Parking on and/or alongside main road.

Never available: E Segregated infrastructure for agricultural traffic. L Stops in cycle lanes. M Parking on the road.

A Paving

H Mix of traffic flows

A Paving

I Cycle infrastructure

Continuous paving.

Agricultural traffic and mopeds/scooters allowed on 50 km/h road.

Continuous or paving units.

Red tarmacked cycle lanes are available as a

B Physical segregation of lane directions – C Longitudinal marking

minimum.

One lane with solid double line and no marking

Sufficiently provided for.

on the side.

L Public transport stops (bus/tram)

D Street lights

Allowed on main road, but not in cycle lanes.

B Physical segregation of lane directions

Physical segregation in case of 2 x 1 lane and solid line between lanes in case of 2 x 2 or more lanes.

C Longitudinal marking Road edges available in ideal layout.

D Street lights Street lights available.

E Infrastructure for agricultural traffic No dedicated infrastructure.

F Slow traffic on the road

Slow traffic crosses at official junction or via underpass or flyover.

G Access to 30 km/h residential area No direct access from the main road.

I Cycle infrastructure Preferably segregated, red tarmacked cycle path and footway.

K Distance to obstacles Provided for.

L Public transport stops (bus/tram) Availability of stop bays.

N Horizontal and vertical alignment Speed limit in design is 50 km/h.

Q Slope

If there is an embankment or ditch, the slope must be at a safe gradient. For 50 km/h roads with an ideal layout, there are no requirements for the basic features J, O, P, R, and S.

K Distance to obstacles

Street lights available.

M Parking

E Infrastructure for agricultural traffic

Not in main road, but in roadside parking

No dedicated infrastructure.

spaces.

F Slow traffic can cross road at level crossing G Access to 30 km/h residential areas available H Mix of traffic flows

N Horizontal and vertical alignment Speed limit in design is 50 km/h.

Q Slope If there is an embankment or ditch, the slope must be at a safe gradient.

Agricultural traffic and mopeds/scooters use the main road. There is a footway.

Benchmark of city access roads

2.2 On-site visits We visited, analysed and photographed the sixteen roads selected,

Cycling

focusing on the following features.

▪▪ ▪▪ ▪▪

Road safety

▪▪

Cycle paths, cycle lanes or parallel roads. Width. One-way or two-way.

Does the road meet the basic road safety requirements? Pedestrians

Carriageway

▪▪

Width of footways.

How is traffic guided on the main road?

- Physical segregation of lane directions.

Public transport

- Road markings running the length of the road.

- Trees.

- Lighting.

- Vertical elements.

▪▪ ▪▪ ▪▪ ▪▪ ▪▪

Presence of trams and/or buses. Location of trams/buses within the infrastructure. Shared use or segregated. Construction (‘green’, ‘hard’). Public transport stops.

Crossing points

▪▪ ▪▪ ▪▪ ▪▪

Slow traffic crossing at right angles.

Parking

Crossings at junctions and/or along road sections.

▪▪

Junction layout. Side roads exiting on to the main road.

Functions

▪▪ ▪▪ ▪▪ ▪▪

▪▪ ▪▪

Trees: species, height, and distance between them. Grass/plants.

Function of the road within the city.

Materials

Height of buildings/building floors.

▪▪ ▪▪ ▪▪

Presence of amenities alongside the road.

Road profile dimensions. Mass/space ratio. Certain degree of spatial quality.

Cars

▪▪ ▪▪

Greenery

Urban functions alongside the road.

Space

▪▪ ▪▪ ▪▪

Presence, location, and dimensions of parking spaces.

Number of lanes. Width of lanes.

Benchmark of city access roads

Paving. Public lighting. Street furniture.

2.3 Deskresearch Traffic volumes

8 begrippen

In gathering the data on traffic volumes, we used the National Air

Met het begrippenkader van Functional Ambiance willen we de ‘world of flows’ en de ‘world of places’ elkaar betrekken. De stadsstraat is count data available from theopmunicipalities involved. For each immers plek en pad tegelijkertijd, bestemming én road, our experts searched for the most up-to-date and reliable data route. In het ontwerp van de stadstraat komen het maken van plekken én het organiseren van de sources. stromen beide aan bod.

Quality Cooperation Programme (NSL), transport models, and traffic

Accident statistics

We introduceren acht begrippen die niet afkomstig zijn uit het domein van één van de We also looked at the road accident statistics so as to obtain an disciplines maar die tussen de disciplines in staan. Ieder begrip representeert aspect van objective picture of each road. Despite the fact thateen nowadays de stadsstraat dat kan worden vormgegeven en not all accidents are registered, these statistics provide a good dat van invloed is op het gedrag van mensen op straat.roads and junctions are. We used the impression of how unsafe

accident statistics for the period 2008-2012.

Van deze acht begrippen komen er vier uit het domein van de ‘world of flows’ en vier uit de ‘world of places’. Ieder begrip is even belangrijk, Functional Ambiance maar elke specifieke stadsstraat vraagt om een uitgekiende balans. Ambiance spider We have visualised the roads in aeigen Functional

graph. Developed in part by Goudappel Coffeng, Functional

Worldof ofFlows Flows World

WorldofofPlaces Places World

Net Network

Clusteren Clustering

de enand het relevance belang vanofde thepositie position a street straat in het netwerk

in the network

activiteiten van sociale interactie social interaction and groups of en samenklontering people gathering van mensen

Stromen Flows

Frontyard Front yard

fluidity of road users along the length de langsrichting van de straat of the street

fluïditeit van verkeersdeelnemers in

manifestatie van de relatie tussen manifestation of the relationship gebouwen en de straat between the street and its buildings

Kris-Kras Criss-cross

Zonering Zoning

bewegingen in de dwarsrichting movements crossing the street van de straat

organisatie vanof functies en and the structuring functions activiteiten in de straat

Verweven Weaving

Symbolism Symboliek

tijdelijke samenkomst enand menging temporary convergence merger van verkeersdeelnemers

de manifestatieofvan specifieke manifestation thehet specific character karakter van de straat of the street

Ambiance is a method to describe the present situation of a road and the future ambitions. The conceptual framework consists of a ‘World of Flows’ and a ‘World of Places’. Accordingly, we are examining an area from a traffic point of view and from an urban planning perspective. The strength of this method is that the eight concepts used are

activities along the street

‘discipline neutral’ and are therefore easy to understand by nontechnical users as well. It ensures that local residents, politicians, stakeholders and experts are speaking the same language.

Functional Ambiance

of road users

Benchmark of city access roads

The spider graph uses the following eight concepts:

World of Places

World of Flows

▪▪ ▪▪

▪▪ ▪▪ ▪▪ ▪▪

Network: the position and relevance of a street in the network. Criss-cross: movements crossing the street.

Front yard: manifestation of the relationship between the street and its buildings.

▪▪ ▪▪

Flows: fluidity of road users along the length of the street.

Clustering: social interaction and groups of people gathering.

Zoning: the structuring of functions and activities along the street. Symbolism: manifestation of the specific character of the street.

Weaving: temporary convergence and merger of road users. This method may also be used at a later stage when determining the level of ambition for the new Westplein.

APPRAISAL OF THE ROAD

Flow

Wea ving

-cro Criss

Ne two rk

APPRAISAL OF THE ROAD

Wea ving

Ne two rk

Flow

m olis

Fron t ya

boli

b Sym

ring ste Clu

Sym

ring ste Clu

Fron t ya

Zon in

AMBITION

Analysis: The spider graph appraises the street “as is” according to all

Ambition: After the analysis (grey), the ambitions for the road

the Functional Ambiance criteria.

are assigned scores in the same spider graph (purple).

Benchmark of city access roads

2.4 Engaging with the cities In addition to our quantitative and qualitative analyses of the sixteen access roads, it is also very interesting to hear what the authorities themselves have to say. What do they believe to be the pros and cons of their access road? What would they now do differently? These lessons learned can be very valuable in the Westplein design process. To obtain this information, we spoke with our contacts in the cities of Breda, Utrecht, Amsterdam, The Hague, Nijmegen, Rotterdam, Deventer, Eindhoven, and Maastricht.

‘‘If you plan for cars and traffic, you get cars and traffic. If you plan for people and places, you get people and places’’ William H. Whyte The social life of small urban spaces (1980)

Benchmark of city access roads

BENCHMARK Inleiding

Willemstraat

Eindhoven

23 meter

Boschdijk

75.45 feet

Eindhoven

23,5 meter

Marialaan

77.1 feet

Nijmegen

Deventer

24 meter

Prinsegracht

78.7 feet

Den Haag

Breda

29 meter

95.1 feet

Nijmegen

30 meter

98.4 feet

Amsterdam

31 meter

101.7 feet

Utrecht

32 meter

105.0 feet

Nijmegen

Rotterdam

38 meter

124.7 feet

Vleutenseweg

Utrecht

41 meter

134.5 feet

Avenue Ceramique

Maastricht

42 meter

137.8 feet

IJburglaan Amsterdam

43 meter

141.1 feet

page 68

page 50

Sint Annastraat

Mathenesserlaan

page 62

page 74

Croeselaan

118.1 feet

page 38

page 32

Overtoom

36 meter

page 80

page 110

Groesbeekseweg

114.8 feet

page 86

page 56

Sophiastraat

35 meter

page 20

page 104

Brinkgreverweg

110.0 feet

page 98

page 92

Aalsterweg

33,5meter

33,5 meter

110.0 feet

page 26

Heidelberglaan Utrecht

45 meter

147.6 feet

page 44

The sixteen roads seen from faรงade to faรงade in ascending order of road width. Road width is a key factor determining the urban character and performance of a road.

Benchmark of city access roads

MARIALAAN Nijmegen USE

Traffic volume: Cars: Public transport: Cycling: Parking: Functions in vicinity:

12,000 vehicles per 24 hours 2 x 1 lane with central reservation buses on roadway on parallel road alongside parallel road residential

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

grass and trees common oak ‘Menhir’ central reservation 35 metres, 114.8 feet

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

12 0 0 4

N325

rg e

Keizer Karelplein

als

ew eg

Sint Anna straat

A73

Ha te r

ew eg

g we kse

esb

Gro

eg ew afs Gra

Benchmark of city access roads

1,80

3,25

1,80

3,70

Benchmark of city access roads

2,50

3,50

3,00

front garden

parallel road

verge and bus stop

carriageway

central reservation

carriageway

verge and bus stop

0,30

Profile of Marialaan Distances in meters. Road width from faรงade to faรงade: 35 metres, 114.8 feet

2,00

0,30

parallel road

parking

footway

0,30

1,50

footway

3,70

parking

1,60

parking

2,50

Details Marialaan (12,000 vehicles per 24 hours) is an access road running through a residential area in the north of the city of Nijmegen. The road ends behind the railway station. The lanes are segregated by a green central reservation and the road has green verges with trees on either side. There are virtually no amenities along the road other than a few cafes and restaurants. As a result, the road has a leafy and quiet feel. The carriageways are 3.25 metres wide, with a central reservation of 2 metres, conveying the impression that you are not travelling along a busy through road. Its strengths include the green central reservation and verges, its liveliness thanks to a number of cafes etc., the parallel road separating cyclists from car traffic on the main road, and the integration of bus stops into the verges. Areas for improvement include the clearance in the central reservation for cyclists and the width of the parking spaces on the parallel road.

In the period 2008-2012, 12 road accidents were reported at Marialaan, 4 of which involved slow traffic. That is a relatively small number for this period. Because of the segregated traffic flows, the different modes do not often meet, which contributes to road safety. The street largely meets the road safety guidelines. Ideally, all traffic flows should be separated and there should therefore be a separate cycle path. The parking spaces are too narrow, as a result of which parked cars still encroach on the road. The main road does not really provide a forgiving environment for cars. The upright edges and short distances to the street lights mean that drivers run a reasonably high risk of damage if they make an error.

APPRAISAL OF THE ROAD

Flow

Ne two rk

-cro Criss

“The municipal authorities are very satisfied with this road. The number of side streets that give directly onto the road has been reduced. They exit onto the parallel road. This improves road safety. The ‘drive slowly, travel faster’ principle is applicable here.”

Wea ving

b Sym

Zon in

m olis

Guus Cornelissen, transport consultant Municipality of Nijmegen

ring ste Clu

Fron t ya rd

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Cycle crossing

Pedestrian crossing near restaurant

Benchmark of city access roads

Bus on roadway

Bus stop as part of the verge

Cycle crossing

Lively facilities along the road

Parallel road with parking spaces on either side Relatively narrow parking spaces

Green spaces

Narrow refuge island for cyclists

Benchmark of city access roads

SINT ANNASTRAAT Nijmegen USE

Traffic volume: 15,000 vehicles per 24 hours Cars: 1 x 2 lanes with no central reservation Public transport: N/A Cycling: on parallel road Parking: alongside parallel road Functions in vicinity: residential and businesses

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees lime trees between street and parallel road 33.5 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

37 7 0 9

N325

Keizer Karelplein

rg e

ee esb Gro

eg ew afs Gra

als

ew eg

Ha te r

ts ew eg

g we kse

A73

Benchmark of city access roads

Profile of Sint Annastraat. Distances in metres. Road width from faรงade to faรงade: 33,5 metres, 110.0 feet 28

Benchmark of city access roads

1,25

6,00

front garden

3,50

footway

1,50

parallel road

3,50

parking

3,50

carriageway

1,50

parking

3,50

parallel road

1,25

footway

front garden

6,00

Details

The strengths of Sint Annastraat include its leafy character and parallel roads to separate cyclists and parked cars from the through traffic. Another strong point is the side streets that are structured as exits, which also improves road safety. Areas for improvement include the positioning of the trees and the width of the parking spaces.

In the period 2008-2012, 37 accidents were reported at Sint Annastraat between the railway line and Keizer Karelplein, with 7 people injured, and with 9 accidents involving slow traffic. This suggests that the junctions where the different traffic flows come together pose the greatest hazard for people crossing. The street largely meets the road safety guidelines. Ideally, all traffic flows should be separated and there should therefore be a separate cycle path. The parking spaces are too narrow, as a result of which parked cars still encroach on the road. The main road does not provide a forgiving environment for cars. The upright edges and short distance to the street lights mean that there is a reasonably elevated risk of damage in the event of an error. APPRAISAL OF THE ROAD

Flow

-cro Criss

Sym

boli

Zon in

Fron t ya

Guus Cornelissen, transport consultant Municipality of Nijmegen

Ne two rk

â&#x20AC;?The road provides a transition from an area access road to a residential access road, which is why it is narrower. So traffic flows a little less smoothly and there are relatively more collisions.â&#x20AC;?

Wea ving

ring ste Clu

Sint Annastraat (15,000 vehicles per 24 hours) is an access road into Nijmegen from the south. Connecting the University of Nijmegen with the city centre, and ending at Keizer Karelplein, it is a main traffic artery in Nijmegen. Sint Annastraat runs past rows of mansions, which gives the street a stately feel. The road is 7 metres wide (2 x 3.5 metres) with a parallel road on either side, which is also used by cyclists. The rows of trees on either side between the street and the parallel road, coupled with the front gardens, provide a leafy and natural character.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Mansions lining Annastraat

Parallel roads on both sides

Clearance for cyclists

Benchmark of city access roads

Cycle crossing

Signal-controlled cycle crossings

Tree-root shield too small

Cars parked with wheels in gutter

Signal-controlled junctions

Dedicated space for cyclists

Side street structured as exit

Benchmark of city access roads

GROESBEEKSEWEG Nijmegen USE

Traffic volume: 12,000 vehicles per 24 hours Cars: 1 x 2 lanes with no central reservation Public transport: buses on roadway Cycling: in cycle lane Parking: alongside the road Functions in vicinity: residential and businesses

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees white horse chestnut trees between road and footway 30 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

17 3 0 4

N325

Keizer Karelplein

rg e

als

ew eg

Sint Anna straat

A73

Ha te r

ew eg

eg ew afs Gra

Benchmark of city access roads

Profile of Groesbeekseweg. Distances in metres. Road width from faรงade to faรงade: 30 metres, 98.4 feet 34

Benchmark of city access roads

2,30

5,00

front garden

1,75

footway

2,00

parking

3,50

cycle lane

3,50

carriageway

2,00

cycle lane

1,75

parking

2,30

footway

front garden

5,00

Details Groesbeekseweg (12,000 vehicles per 24 hours) is an access road coming from the southeast. It runs past Heilige Landstichting and into the city centre, ending at Keizer Karelplein. The road is a major traffic artery in Nijmegen. It is 11 metres wide (with cycling lanes 2 metres wide on either side). As a result, the road feels like a traffic environment, despite the trees and mansions. However, the lines of trees on either side, and the front gardens, add a leafy and soft appearance. Its strengths include the trees and greenery, the refuge island for pedestrians crossing, the green quality of the road, and the wide cycle lanes, although separate cycle paths would be preferable. The bus stops have been placed so as not to affect the cycle lanes. An improvement would be to construct separate cycle paths to replace the cycle lanes. It is also difficult to cross the road because it is so wide. The parking spaces are a bit too narrow.

In the period 2008-2012, 17 accidents were reported at Groesbeekseweg between Heyendaalseweg and Keizer Karelplein, with 3 people injured. Four of these accidents involved slow traffic. Given the function and layout of the road, the number of accidents is rather small, although road safety would improve considerably from segregated traffic flows. The street meets the road safety guidelines reasonably well. Ideally, all traffic flows should be separated and there should therefore be a separate cycle path. The parking spaces are too narrow, with parked cars still encroaching on the road. The main road provides a forgiving environment for cars, with space for drivers to swerve if need be. Given its function as an access road, having a primary school near the road is not ideal.

APPRAISAL OF THE ROAD

Wea ving

Ne two rk

-cro Criss

”This is what you’d call a luxury problem. The road is too wide and therefore designed too much as a car traffic area. It may become the main road towards the east in the future. Near the city centre, Groesbeekseweg is too narrow and should be given more space in terms of the infrastructure.”

Flow

oli mb

Zon in

Guus Cornelissen, transport consultant Municipality of Nijmegen

ring ste Clu

Fron t ya

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Bus stops between road and cycle lane

Extra focus on children crossing the road near primary

Benchmark of city access roads

Leafy road

People do not always use the official crossing

Dedicated cycle lane

Crossing with small refuge island

Difficult to cross without refuge island

Large tree leaving less space for footway

Benchmark of city access roads

VLEUTENSEWEG Utrecht USE

Traffic volume: 13,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: buses in bus lane Cycling: on parallel road and cycle path Parking: alongside the main road and parallel road Functions in vicinity: residential and businesses

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

grass and trees lime trees between street and parallel road 41 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

170 26 0 9

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Benchmark of city access roads

Profile of Vleutenseweg. Distances in metres. Road width from faรงade to faรงade: 41 metres, 134.5 feet

Benchmark of city access roads

3,30

footway

2,80

cycle path

2,00

parking

2,95

carriageway

3,80

bus lane

4,50

central reservation

3,80

bus lane

2,95

carriageway

2,50

verge

2,70

cycle path

2,90

parallel road

2,00

parking

footway

3,40

Details Vleutenseweg (13,000 vehicles per 24 hours) is an area access road in the west of the city centre. The road runs from Spinozaweg to Westplein through an urban area. Each carriageway is 5.75 metres wide (bus lane of 3.8 metres and car lane of 2.95 metres) with a green central reservation 4.5 metres wide. There are parking spaces on the north side, and a parallel road with parking spaces and a separate, raised cycling path on the south side of the road. The buildings along the road are mainly houses. There are also a few shops and other public amenities. Utrecht Cathedral can be seen on the horizon, so the road runs into the city centre. Side streets give onto the road by means of exits.

the parallel road, which can be unsafe if the cycle path is crowded. Bus stops are situated in the central reservation, which gives the road a ‘hard’ feel. The road is 41 metres wide in total. Because it is so wide, it feels less like a city access road. Railings in the central reservation should ‘prevent’ pedestrians from crossing there. Since they are fairly low railings, it is questionable whether they are effective.

Good points are the segregated traffic flows (buses, cars, cyclists), also on the parallel road. Moreover, the green central reservation and verges provide a natural look. Part of the pavement is used by shops, cafes and restaurants, which heightens the sense of liveliness. The road is rather difficult to cross. The only places to do so are at the junctions and at a few cycle crossings. Cyclists use a raised section on

The street complies fully with the road safety guidelines. The main road provides a forgiving environment for cars because of the nearside bus lane. The road is mono-functional and its recognisability is good. The parking spaces are wide enough. All traffic lanes are APPRAISAL segregated, also on the parallel road. OF THE ROAD

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Zanne Schors, landscape architect Municipality of Utrecht

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We receive a lot of requests for the road to have more greenery. Apparently, local residents want more character and colour, although because of all the different verges between the car lane and bus lane, more trees and plants will be difficult to tend to.”

Flow

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”This is a wide city street. It used to be a canal. That is why the façades and street are positioned disproportionately from each other, in a much less compact way. The bus lane in the middle forms a barrier. Fortunately, the road has a number of well-designed level crossings, which more or less makes it fit into the rest of the city fabric. The road is divided up into far too many separate lanes: buses, cycling, cars, parallel road, verge, another verge, etc. You can tell from the trees that this is not good, they are withering away in too narrow strips of turf. This enormous space really calls for proper majestic trees. To make it all more lively, especially on the sunny side, the pavement should be widened. Even drivers have difficulty choosing the right lane.

In the period 2008-2012, 170 accidents were reported at Vleutenseweg, with 26 people injured. Fifteen of these accidents involved slow traffic.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Crossing at bus stops

View of Utrecht Cathedral

Side street shaped as exit

Verge with railings between bus lanes

Signal-controlled junction

Benchmark of city access roads

‘‘Pedestrians: Watch out for the bus!’’

Crossing

Raised cycle path alongside parallel road

No central reservation at bus stops

Benchmark of city access roads

HEIDELBERGLAAN Utrecht USE

Traffic volume: N/A - restricted to buses and taxis. However, the road has sufficient capacity. Public transport: buses in bus lane Cycling: on cycle path Functions in vicinity: university and hospitality

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width: approx.

grass and trees plane trees and yew trees between bus lanes 45 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

1 1 0 0

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Benchmark of city access roads

Profile of Heidelberglaan. Distances in metres. Road width from faรงade to faรงade: 45 metres, 147.6 feet

Benchmark of city access roads

approx. 3,00

paved square

approx. 5,00

grass elements

approx. 6,00

paved square

3,00

bus lane

3,00

bus lane

approx. 6,00

paved square

approx. 3,00

grass elements

5,00

cycle path

approx. 3,00

grass elements

paved square

approx. 7,00

Details Heidelberglaan is situated on the university campus ‘De Uithof’ in the southeast of Utrecht. The road runs from Genevelaan to Hoofddijk, around the University Hospital. It is a busway shared by taxis. The road has 2 x 1 lanes separated by a small verge. As far as its layout is concerned, the road could perfectly well carry up to 15,000 vehicles per 24 hours. There is a pavement about 9 metres wide between the segregated 1 x 2 cycle paths and the bus lane. The bus stops are alongside the road. Side streets exit onto Heidelberglaan at give-way junctions. The grass verges are elevated so as to naturally guide pedestrians to the official crossings. The squares run over the road, as it were. There are grass verges between the bus lanes and cycle paths, and on the other side of the cycle paths. University buildings line both sides of the road. Along the north side of the road, there are trees. These trees and the large expanse of grass, colourful buildings and buzz of students combine to make for a pleasant and liveable street. Other strong points include the segregated traffic flows and the fact that the road is blocked to car traffic.

The road is 45 metres wide. For a city access road such as Westplein, this may be a bit too much. Given the road width in proportion to the height of the surrounding buildings, Westplein would probably not really feel like a city access road in a central district. On lecture days, Heidelberglaan is packed with cyclists and public transport users, which would cause unsafe situations if these flows were mixed. But because they are segregated, this is not an issue. In the period 2008-2012, 1 accident was reported at Heidelberglaan, with 1 person injured. The accident involved a cyclist and a bus and a red light being ignored. The street complies fully with the road safety guidelines. Its functionality, homogeneity, recognisability, forgiving environment and clarity of status are good.

“Works fine. The bus lanes flow well.”

APPRAISAL OF THE Dirk-Jan Hoekstra, transport engineer Municipality of Utrecht

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Zanne Schors, landscape architect Municipality of Utrecht

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”A one-dimensional street in a one-dimensional area. The entire campus is not really part of the urban fabric. All the roads and buildings are there in their own right and there is not much they share. Visitors go to their destinations, stay there for the whole day, and then go back home. Because Heidelberglaan is buses only, other vehicles do not know how to get to the buildings. So they often end up using the cycle paths (couriers, suppliers, etc.). There are not many alternatives for taking a short relaxation break within easy reach, so you will often see students sitting in various places alongside the road. It tends to be windy here, though. So this is not the kind of street you would use to create a bustling piece of city.”

ROAD

Appraisal of the road according to the Functional Ambiance method Benchmark of city access roads

Separate two-way cycle path

Grass and trees create a green atmosphere

Continuous paved square, grass elements â&#x20AC;&#x2DC;guidingâ&#x20AC;&#x2122; pedestrians to crossings

Benchmark of city access roads

Indoor cycle park alongside cycle path

Crossing

Wide verges

Signal-controlled crossing

Bus stops

Benchmark of city access roads

CROESELAAN Utrecht USE

Traffic volume: 12,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: buses on roadway Cycling: on segregated cycle path Parking: alongside the road Functions in vicinity: residential and shops

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

grass and trees lime trees between road and cycle path 32 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

61 17 0 18

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Benchmark of city access roads

Profile of Croeselaan. Distances in metres. Road width from faรงade to faรงade: 32 metres, 105.0 feet

Benchmark of city access roads

front garden

4,00

footway

2,20

cycle path

1,90

parking

3,45

carriageway

4,30

central reservation

1,20

unpaved footpath

4,30

central reservation

3,45

carriageway

1,90

parking

2,20

cycle path

footway

3,10

In the period 2008-2012, 61 accidents were reported at Croeselaan, with 17 people injured. Eighteen of these accidents involved slow traffic. The street meets the road safety guidelines reasonably well. The main road provides a reasonably forgiving environment for cars, with limited room for manoeuvre because of the cars parked at the sides of the road. There is dedicated infrastructure for cyclists. The parking spaces are 1.9 metres wide, which is a little on the narrow side.

The great strength of the road is its wide central reservation, which doubles as a small park. The walking route along the middle of the central reservation is used a lot by people taking a walk or walking their dogs. The trees and fine architecture combine to give the street a pleasant feel. There is sufficient space for cyclists and pedestrians. The road is easy to cross because you only have to cross one lane at a time.

“The road has become very quiet since access to it from the Jaarbeurs Trade Fair Centre was closed. The other side of the coin is that cars now drive too fast. Also, heavy goods vehicles are using the road although they should be taking a different route. The biggest danger is when people cross the road. High speeds and poor visibility create dangerous situations.”

”This is a typical city street in a pre-war residential district with a fairly narrow profile for traffic circulation, but it does offer a great deal of spatial quality. Its spatial quality lies in the strong structure of the central reservation and trees, and in the junctions, which are just plain level junctions with no left or right turn lanes. This makes the road continuous in terms of its spatial structure. Another good point is the space between the façades and the road created by the pavement and cycle path, although a bit more space here would be nice.

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Zanne Schors, landscape architect Municipality of Utrecht

s Flow

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Because of its compactness and trees, the street forms a part of the residential area and the city rather than creating a barrier.’’

APPRAISAL OF THE ROAD

Martijn Dijkhof, transport engineer Municipality of Utrecht

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Croeselaan (12,000 vehicles per 24 hours) is an area access road in the west of the city centre. The road runs from Vondellaan to Westplein through an urban area. The carriageways are 3.45 metres wide, with a green and very wide central reservation of 9.8 metres. Buses drive and stop on the road. Cars are parked alongside the road. There are separate cycle paths on either side. The buildings lining the road are mainly houses. There are also a number of shops and other public amenities.

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Details

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Large boulders to alert people crossing

Wide central reservation doubles as a local park

Cycle crossing

Benchmark of city access roads

Signage to alert to road narrowing and crossing

Buses stop on the road

Pedestrian crossing

Cycle parking space

Flexible bus speed bump

Grass can be driven over due to grass concrete pavers

Side street giving onto the road

Extra signage at zebra crossing

Separate cycle paths and parking spaces alongside the

Benchmark of city access roads

BRINKGREVERWEG Deventer USE

Traffic volume: 10,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: buses on roadway Cycling: on segregated cycle path Parking: alongside the road Functions in vicinity: residential, shops, and market square

Benchmark of city access roads

LAYOUT

Greenery: trees Tree species: Robinia Lighting: between road and cycle path Width: 24 metres to railing separating the square

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

53 5 0 10

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N344

Benchmark of city access roads

paved verge

2,10

3,50

square

1,10

cycle path

2,10

parking space

3,25

carriageway

1,90

paved central reservation

3,25

carriageway

Profile of Brinkgreverweg. Distances in metres. Road width from faรงade to faรงade: 24 metres, 87.7 feet

1,10

paved verge

2,10

cycle path

3,30

square

Details Brinkgreverweg (10,000 vehicles per 24 hours) is a residential access road in the east of Deventer. The road runs from the railway line to Henri Dunantlaan (N337). It has two traffic lanes with a central reservation 1.9 metres wide. There is a separate cycle path on either side. Aside from the traffic lanes, all surfaces are paved with bricks. Buses drive and stop on the road. Side streets give onto Brinkgreverweg by means of exits.

A good point is the segregated traffic flows. Cyclists and cars use separate lanes on the road section between the railway line and market square, as do drivers coming from the opposite direction. The road is easy to cross. A less strong point is the quality of the layout. The road has a rather ‘hard’ appearance. The market square no longer exits onto Brinkgreverweg because of the railing, which adds to the sense of disconnection.

The brick-paved market square is reflected in the road layout, the idea being to have the road blend in with the surrounding area. However, a railing has been erected between the square and road, which seems contradictory.

In the period 2008-2012, 53 accidents were reported at Brinkgreverweg, with 5 people injured. Ten of these accidents involved slow traffic. The street complies fully with the road safety guidelines. Functionality, homogeneity, recognisability and clarity of status are good. In terms of providing a forgivingOF environment, having wider APPRAISAL THE ROAD lanes would be better.

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Tom Draisma, transport engineer Municipality of Deventer

Flow

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”This road is a typical historic artery that used to connect the city centre with the countryside north of Deventer. It still has the function of a city access road. When the market square was redeveloped a few years ago, the choice was made to construct a road with separate cycle paths. The buses stop on the road, which causes no problems in terms of traffic flow and is a workable solution for the buses anyway. The physically segregated lanes also work well in that they prevent overtaking and allow people to cross in stages. The pedestrian crossing is used a lot and, speaking from my own experience, drivers are sufficiently aware of it and generally will stop. In terms of its feel and infrastructure, the road forms a part of the market square. This was a deliberate choice at the time.”

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Blind windows of a supermarket

Zebra crossing

Guided crossing

Central island provides pleasant support for people crossing

Zebra crossing towards market square

Benchmark of city access roads

Bus on road

Cycle path runs across the square

Signage continues into the square

The market square â&#x20AC;&#x2DC;De Beestenmarktâ&#x20AC;&#x2122;

Benchmark of city access roads

AVENUE CERAMIQUE Maastricht USE

Traffic volume: 15,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: buses in bus lane Cycling: on separate cycle path Parking: alongside bus lane Functions in vicinity: residential, shops, businesses, and inner courtyards

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Hedge species: Lighting: Width:

trees and hedges Robinia Lonicera between road and cycle path 42 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

20 6 0 8

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8 N27

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N278

Benchmark of city access roads

Profile of Avenue Céramique Distances in metres Road width from façade to façade: 42 metres, 137.8 feet

Benchmark of city access roads

5,00

footway

2,00

cycle path

2,00

footway

3,00

parking

3,00

bus lane

3,00

car lane

6,00

central reservation

3,00

car lane

3,00

bus lane

3,00

parking

2,00

footway

2,00

cycle path

footway

5,00

Details In the period 2008-2012, 20 accidents were reported at Avenue Céramique, with 6 people injured. Eight of these accidents involved slow traffic. Accidents tend to happen at the junctions, where slow traffic crosses car traffic. The street complies fully with the road safety guidelines. The main road provides a forgiving environment for through traffic. It is clearly an access road, the parking spaces are wide enough, and the different modes each have their own infrastructure.

Good points include the segregated traffic flows, separate bus lanes, wide parking spaces, the leafy character of the road, and the shops along the road. Although they do not exactly cater to the masses, these shops do attract people walking about. The road has multiple crossings and is therefore easy to cross. However, pedestrians can only cross at crossings, the hedges preventing them from crossing elsewhere. The side streets give onto road by means of exits so as not to hamper the through traffic. The width of the road profile creates some distance to the buildings. The wide pavement creates much space between the road and façades.

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Viviane de Groot, transport engineer/urban planner Municipality of Maastricht

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“We are very happy with how Avenue Céramique has worked out. Its layout and design are a good example, one which is seen as the ideal future solution in many places elsewhere in town. The traffic runs smoothly (15,000 vehicles per 24 hours). We have had no complaints about the road so far.”

APPRAISAL OF THE ROAD

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Avenue Céramique (15,000 vehicles per 24 hours) is a neighbourhood access road in the southeast of the city centre, between the river Meuse and the railway line to Liège, Belgium. The road runs from the roundabout near the N278 sliproad to Wilhelminasingel. The car lanes are 3 metres wide, as are the bus lanes. There is a green central reservation 6 metres wide, with a double row of trees. On either side of the lanes, there are parking spaces lined with trees, a segregated cycle path and a pavement. There are various high-end shops, including Bang & Olufsen, Swiss Sense, and Hästens. The shops, the symmetrical rows of trees and the modern architecture on either side of the road give Avenue Céramique a stately and sophisticated quality.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Junction with side street

Zebra crossing

Hedges in central reservation provide a stately look. Pedestrians and cyclists can cross the road in designated places only. Hedges are maintenance-intensive.

Benchmark of city access roads

Dual-height lamp post

Use of boulders as â&#x20AC;&#x2DC;guidingâ&#x20AC;&#x2122; elements

Inner courtyards along the road

Stately trees

Sufficient space for cars to turn left or right

Wide parking strip

The central reservation provides a green and stately look, as well as space for cars and a pause point for cyclists and pedestrians when crossing. Cyclists and pedestrians cannot cross the road in all places.

Benchmark of city access roads

IJBURGLAAN Amsterdam USE

Traffic volume: 15,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: buses on roadway tramway in central reservation Cycling: on separate cycle path Parking: alongside the main road Functions in vicinity: residential, shops,businesses

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Hedge species: Lighting: Width:

trees and hedges plane trees beech between road and cycle path 43 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

24 6 1 4

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Benchmark of city access roads

Profile of IJburglaan Distances in metres Road width from faรงade to faรงade: 43 metres, 141.1 feet

Benchmark of city access roads

3,00

footway

2,30

cycle path

3,00

footway

2,30

parking

4,50

carriageway

2,00

beech hedge

9,00

tram

2,00

beech hedge

4,50

carriageway

2,30

parking

3,00

footway

2,30

cycle path

footway

3,00

Details

Flow

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Fokko Kuik, traffic and transport policy adviser Municipality of Amsterdam

The road complies fully with the road safety guidelines. Its functionality, homogeneity, recognisability, forgiving environment APPRAISAL OF THE ROAD and clarity of status are good.

-cro Criss

“In terms of circulation, the morning rush-hour creates some problems within a short time window when parents drop their children at school and go to work. The road was also used as a shortcut by people avoiding the A1 motorway, but that is no longer the case. Shopkeepers complain about the road not being easy to cross. The tramway and hedges force people to walk further. Parking also sometimes causes tempers to flare, with local residents occupying the parking spaces in front of the shops. We have to strike a balance between road safety and shopkeepers’ interests.”

In the period 2008-2012, 24 accidents were reported at IJburglaan, with 6 people injured and 1 death. Four of these accidents involved slow traffic.

Fron t ya rd

Good points are the segregated infrastructure (separate tramway, car lanes, and cycle paths) and the leafy look created by the hedges and trees.

A weakness is that the road is not easy to cross. The tramway can only be crossed in a limited number of places. As a result, people often have to walk some distance, which the shopkeepers are not happy about. At 43 metres, the road is also rather wide and does not really feel like a city road. Moreover, the lengthy straights create a higher risk of speeding. This is exacerbated by the fact that the carriageways are also fairly wide (4.5 metres).

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IJburglaan (15,000 vehicles per 24 hours) is a neighbourhood access road in the east of Amsterdam. The road runs like a central artery from the A10 motorway straight into the IJburg residential district. The two carriageways are 4.5 metres wide and are separated by a tramway 9 metres wide. There are hedges and trees on either side of the tramway so as to prevent people from crossing. The carriageways also have nearside parking spaces. These are sufficiently wide. The footway is lined with trees. Next to it is a separate cycle path. The side streets give onto the road at signal-controlled junctions or by means of exits. Because there are only a number of shops, which do not use the pavement, and many straight lines (hedges, buildings, road markings, lengthy straights), the road has a clinical and quiet feel to it.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Wide traffic lane

Signal-controlled zebra crossing

Side street

Benchmark of city access roads

Buses on the roadway

Functions such as underground wastebins and cycle parking areas are included in the design.

Cycle path

The tramway and wide hedges effectively bisect the area.

Hedges prevent people from getting to the other side quickly.

Benchmark of city access roads

OVERTOOM Amsterdam USE

Traffic volume: Cars: Public transport: Cycling: Parking: Functions in vicinity:

14,000 vehicles per 24 hours 2 x 1 lane shared use of central reservation by buses and trams on separate cycle path alongside the road residential, shops, businesses

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees elm trees between road and cycle path 31 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

174 62 1 55

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Benchmark of city access roads A2

Profile of Overtoom Distances in metres Road width from faรงade to faรงade: 31 metres, 101.7 feet

Benchmark of city access roads

3,20

footway

cycle path

1,00 1,80

paved verge

2,00

parking

3,30

carriageway

6,60

tram and bus lane

3,30

carriageway

2,00

parking

1,00

paved verge

1,80

cycle path

footway

5,00

Details

The street meets the road safety guidelines reasonably well. The main road provides a reasonably forgiving environment for cars, with limited room for APPRAISAL manoeuvre dueOF to the parked at the sides of THEcars ROAD the road. Given Overtoom’s function as a neighbourhood access road, it is a good thing that the amenities and side streets do not connect directly with the through road at uncontrolled junctions. Separate infrastructure is in place for the different modes.

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Fokko Kuik, traffic and transport policy adviser Municipality of Amsterdam

In the period 2008-2012, 174 accidents were reported at Overtoom, with 62 people injured and 1 death. Fifty-five accidents involved slow traffic, with a large number of accidents involving a moped or scooter. Mopeds and scooters share the narrow cycle path with cyclists, creating many dangerous situations. The junction with Van Baerlestraat is also very busy and dangerous. Many of the accidents happened there.

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”Overtoom is a busy access road into and out of the city centre. There is no avoiding cars here. It is a notorious bottleneck for trams, cars and cyclists. For a city street to have a buzz, it needs a lot of people passing. Most of the shoppers are cyclists and pedestrians. The road has problems with air quality, and vehicles loading and unloading are a real concern. The road fulfils too many functions to fit the road profile. Combining the best of IJburglaan and Overtoom would produce the ideal street.”

A good point is the segregated infrastructure (separate tramway, carriageway, and cycle paths). In addition, the busy pavement in front of the various shops, cafes and restaurants make for a lively atmosphere. The road is reasonably easy to cross, with a number of zebra crossings in place. Weaknesses include the entrances to the spaces at the back of the buildings (garages), the width of the cycle paths, and the way in which they are positioned. The cycle paths tend to skirt just past the other amenities.

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Overtoom is a neighbourhood access road in the southwest of the city centre. The road runs from Stadhouderskade to Amstelveenseweg, parallel to the Vondelpark. The two carriageways are each 3.3 metres wide and separated by a tramway 6.6 metres wide. On either side of the road are sufficiently wide parking spaces, a row of trees, and a separate cycle path. The tramway is shared by taxis. There are overhead power lines above the tracks. Although there are a lot of cycle parking facilities, these have insufficient capacity to fully absorb the parking demand. The cycle paths often miss the cycle racks and displays on the pavement (for example at pavement cafes) by only a few inches. The side streets exit onto signal-controlled junctions. However, a number of businesses have a garage at the back of the building that is accessed by means of an entrance-like structure. The road has an urban and busy feel to it, due to the many people making use of it, the large numbers of parked bicycles, and the relatively narrow car lanes and cycle paths.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Lively pavement areas

Buses and trams in the middle

Signal-controlled zebra crossings

Benchmark of city access roads

Very high cycle parking demand

Lively pavement areas

Zebra crossing

Dedicated space for cyclists

Benchmark of city access roads

MATHENESSERLAAN Rotterdam USE

Traffic volume: 8,000 vehicles per 24 hours Cars: 1 x 2 lanes with no central reservation Public transport: shared use by buses, trams and cars Cycling: on parallel road Parking: alongside main road and parallel road Functions in vicinity: residential, hospitality

Benchmark of city access roads

LAYOUT

Greenery: trees Tree species: plane trees Lighting: between main road and parallel road Width: 38 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

82 23 0 14

A20

Kralingse Plas

A13

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La ijk eed stz We

Zu id

Benchmark of city access roads

Profile of Mathenesserlaan Distances in metres Road width from faรงade to faรงade: 38 metres, 124.7 feet

Benchmark of city access roads

4,00

footway

1,80

parking

4,00

parallel

4,20

verge

2,00

parking

6,00

carriageway

2,00

parking

4,20

verge

4,00

parallel road

1,80

parking

footway

4,00

Details A strong feature of the road is its narrow layout. With parking spaces and tall trees on either side, traffic is calmed naturally. Cyclists use the parallel roads, which also cater for the majority of the parking demand. The parking spaces alongside the main road are sufficiently wide. The crossings have a central island allowing pedestrians to cross the road in two stages. Bicycle lockers are available for residents in parking spaces on the road, so that there are not many bikes parked on the pavement. An area for improvement is the number of crossings. The only decent way to cross the road is to use the zebra crossings. Moreover, on overcast days the road is very dark because of the thick foliage.

Mathenesserlaan is a neighbourhood access road on the western edge of the city centre. The road runs from Vierambachtsstraat to Rochussenstraat, crossing Heemraadsingel at a level junction and ‘s -Gravendijkwal through an underpass. The main road is 6 metres wide, with parking spaces on either side. The tram tracks in the road are not used regularly. Buses share the main road and also stop on the road. Wedged between the main road and parallel road are green verges with trees. Because of the thick foliage, the street has an intimate and shady atmosphere. The parallel roads are 4 metres wide, with parking spaces 1.8 metres wide. They are lined with mansions. The pavement is wide and the parallel roads are used mainly by local traffic. The overall feel is one of peace and quiet.

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Frank Romijn, traffic and transport policy adviser Municipality of Rotterdam

The street meets the road safety guidelines reasonably well. The main road provides a reasonably forgiving environment for cars, with limited room for manoeuvre due to the many cars parked APPRAISAL THE ROAD function as a at the sides of the street. GivenOF Mathenesserlaan’s neighbourhood access road, it is a good thing that the amenities and side streets give onto the parallel roads and do not connect directly to the through road via uncontrolled junctions. The shared use by buses and trams poses no problem.

-cro Criss

“I was a project manager at the time when the road was reconstructed. Mathenesserlaan runs partly through the city centre and partly through the Delfshaven residential district. The road is a borderline case in terms of its function. Although it connects the city centre with the neighbourhoods in the west, it is not a main artery. However, it is an important neighbourhood access road carrying a lot of local traffic. It has an intermediate status. The parallel roads are designed to accommodate the local traffic. The question of where to put in parking spaces and trees was a difficult one. In the end, we decided on the trees at the expense of some of the parking spaces to ensure that they would have the space to grow. The trees give the road a unique character. Most of the complaints are about parking. The parking spaces are just a bit too narrow. Residents often park with two wheels on the pavement. We do not want that, but we tolerate it. With hindsight, we should have provided wider parking spaces.”

In the period 2008-2012, 82 accidents were reported at Mathenesserlaan, between Heemraadssingel and Rochussenstraat , with 23 people injured. Fourteen accidents involved slow traffic. The bulk of the accidents involved collisions between passenger cars not giving way. Because traffic flows are segregated, relatively few conflicts occur between cyclists and cars.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Buses stop on the roadway

Junction

Begeieiding oversteek

Parallel roads with parking spaces

Benchmark of city access roads

Dedicated space for cyclists

Traffic lights combined with special design lamp posts

Plane trees give the street a very green look

Cafes and restaurants liven up the road

Benchmark of city access roads

PRINSEGRACHT Den Haag USE

Traffic volume: 9,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: tramway in central reservation buses on main road Cycling: on cycle path Parking: alongside the main road Functions in vicinity: residential, shops, businesses, and hospitality

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees lime trees suspended 36 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

35 11 0 11

ort

A12

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Benchmark of city access roads

Profile of Prinsegracht Distances in metres Road width from faรงade to faรงade: 36 metres, 118.1 feet

Benchmark of city access roads

3,60

footway

2,00

cycle path

1,80

parking

3,90

carriageway

3,00

verge

6,60

tramway

3,00

verge

3,90

carriageway

1,80

parking

2,00

cycle path

footway

3,20

Details

The street meets the road safety guidelines reasonably well. The APPRAISAL OF THE ROAD for cars. It is main road provides a reasonably forgiving environment a local street as well as an access road. The parking spaces are not sufficiently wide everywhere. Otherwise, homogeneity and clarity of status are good.

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Frans Botma, transport engineer Municipality of The Hague

In the period 2008-2012, 35 accidents were reported at Prinsegracht, with 11 people injured. Eleven accidents involved slow traffic. There is a reasonable chance of conflicts occurring among slow traffic (vehicles loading and unloading, mopeds/scooters, cyclists) and between slow traffic and passenger cars, so the road hosts relatively many places that are unsafe from a traffic point of view.

-cro Criss

“When the tunnel under Grote Markt was constructed a few years ago, Prinsegracht was also reconstructed. It previously had 2 x 2 lanes and no cycle paths, which made it a real traffic environment. There is now a much better balance between the different functions. The road works well, there have been no complaints. The layout does not really invite speeding. The footways are a bit narrow. In The Hague, the emergency services must be able to drive over the tram lines, which is why they are tarmacked rather than green. A green tramway would have given the road a softer look. We are very satisfied with the mix of cyclists, cars, trams and amount of green. The Dutch Cyclists’ Association once complained that the poles supporting the overhead wires were too close to the cycle path, giving cyclists little room for manoeuvre.”

Good points are the segregated traffic flows, the separate tramway and the width of the lanes, which has a traffic-calming effect. The shops, cafes and restaurants give the street a buzz. The road is not very easy to cross. Because of its width and the tramway, it is difficult to get to the other side. The parking spaces on the north side are a bit too narrow, and the cycle paths tend to skirt just past the poles supporting the overhead power lines.

ring ste Clu

Prinsegracht is a neighbourhood access road in the southwest of the city centre. The road runs from Grote Marktstraat to Lijnbaan. The central reservation has a double set of tram tracks, which go underground at the end of Prinsegracht, under Grote Markt. The carriageways are 3.9 metres wide, with a paved central reservation of 6.6 metres and parking spaces alongside the road. Next to these are separate cycle paths 2 metres wide. Buses stop on the road. There are lots of shops, cafes and restaurants on the south side of the road. The north side has many office buildings and houses. There is not much green along the road. The grass verges along the tramway and the rows of trees are not in proportion to the amount of tarmac used. The side streets are typically structured like exits. The road has an urban character due to its view of the skyline of The Hague, the tramway and its overhead power lines, and the amenities along the road.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Difficult for pedestrians to cross the street

Crosssings

Benchmark of city access roads

Tram partly underground

Signal-controlled zebra crossings

Bus stops on road

Benchmark of city access roads

WILLEMSTRAAT Eindhoven USE

Traffic volume: 9,000 vehicles per 24 hours Cars: 1 x 2 lanes with no central reservation Public transport: buses on roadway Cycling: on cycle path Parking: alongside the road Functions in vicinity: residential, shops, businesses, and hospitality

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees Robinia between road and cycle path 23 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

3 0 0 1

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Benchmark of city access roads

Profile of Willemstraat Distances in metres Road width from faรงade to faรงade: 23 metres, 75.45 feet 94

Benchmark of city access roads

3,20

footway

1,80

cycle path

2,00

paved verge

6,00

carriageway

2,10

pparking

1,00

paved verge

1,80

cycle path

footway

5,10

Details Good points include the separate cycle paths, the green character of the road (trees, hanging baskets, park), and wide footways. The road also connects to Clausplein. On a negative note, the layout is inconsistent with the road safety guidelines, which may cause confusion.

Willemstraat is a residential access road with a 30-km speed limit connecting the city’s inner ring road to the middle ring. Despite the 30km-per-hour speed limit, the road serves as a meeting point for side streets from the surrounding neighbourhoods. The road has no segregated lanes, but does have separate cycle paths. The side streets exit onto Willemstraat at uncontrolled junctions. There are trees and street lights on either side of the road. There are parking spaces on the north side and loading and unloading bays in front of the shops on the south side of the road (near the inner ring (Emmasingel)). The shops and boutiques are small-scale. Office buildings are located on the north side of the road. Buses stop on the roadway. Due to the narrow road profile, trees and shrubs and high-rise buildings, the street has a friendly and urban character.

In the period 2008-2012, 3 accidents were reported at Willemstraat, with no people injured. One accident involved a cyclist. The street does not comply fully with the road safety guidelines. According to these guidelines, a residential road with a 30 km/h speed limit should not segregate between the different traffic flows, which Willemstraat does. The street is unifunctional and a destination in itself for many activities. Its recognisability, forgiving environment and clarity of status are good. OF THE ROAD APPRAISAL

”Willemstraat is a lovely street. We are proud of it. There is a lot of green, which everyone likes. We wanted to introduce a 30 km/h speed limit throughout the city centre, but that was not politically feasible. Willemstraat is a grey area, in the sense that it has not been constructed entirely as a 30 km/h road.”

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Jacques Splint, transport engineer

Flow

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

Separate cycle paths

The road runs next to square ‘Clausplein’

Benchmark of city access roads

Hanging baskets

Square â&#x20AC;&#x2DC;Clauspleinâ&#x20AC;&#x2122;

Parking alongside the road

Side street

Parking behind green borders

Benchmark of city access roads

BOSCHDIJK Eindhoven USE

Traffic volume: 12,000 vehicles per 24 hours Cars: 2 x 1 lane with central reservation Public transport: buses on roadway Cycling: on cycle path Parking: alongside the road Functions in vicinity: residential, shops, businesses, and hospitality

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees oak trees between road and cycle path 33.5 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

41 10 0 7

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Benchmark of city access roads

Profile of Boschdijk Distances in metres Road width from faรงade to faรงade: 33,5 metres, 110.0 feet

100

Benchmark of city access roads

5,00

front garden

2,00

footway

2,10

cycle path

1,10

paved verge

2,20

paarking

2,90

carriageway

2,40

central reservation

2,90

carriageway

2,50

paarking

1,10

paved verge

2,10

cycle path

2,00

footway

front garden

5,00

Details Strong points are the separate cycle paths and green character of the central reservation. Weak points include its lack of liveliness, the major crossing at Barrierweg, and the lack of sufficient crossings elsewhere along the road.

Boschdijk (12,000 vehicles per 24 hours) is a neighbourhood access road connecting the city’s inner ring to the A50 motorway. A radial route, the road has traditionally been an important access road. The section between Alard du Hamelstraat and Marconilaan has a quiet, suburban character. The carriageways are separated by a green central reservation between 2.4 and 5 metres wide, with a row of trees along the middle. There are parking spaces on the north side of the road, and separate cycle paths on either side of it. The road is lined mainly by houses, some of which include offices or small shops. The side streets exit onto the road at give-way junctions. Buses drive on the road and stop in dedicated bus stop bays. The street feels a bit remote due to its distance to the buildings and lack of liveliness.

In the period 2008-2012, 41 accidents were reported at Boschdijk, between Alard du Hamelstraat and the roundabout for Marconilaan, with 10 people injured. Seven accidents involved slow traffic. The street complies fully with the road safety guidelines. The different traffic flows are segregated, the parking spaces are sufficiently wide, and the road is recognisable and wide enough to provide a forgiving environment for cars. The road has a homogeneous function.

APPRAISAL OF THE ROAD ”We downgraded this road from 2 x 2 lanes to 2 x1 lane ten years ago, at the request of local residents. That provoked a lot of discussion, but the result is good and has been received very positively by residents. They would like to see the road profile extended to the section between the roundabout and city ring road if there is the money for it.”

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Jacques Splint, transport engineer Municipality of Eindhoven

s Flow

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

101

Bus on roadway

Cycle lane and parking spaces

102

Benchmark of city access roads

Guard railings around central island

Junction with side street

Cycle crossing

Benchmark of city access roads

103

AALSTERWEG Eindhoven USE

Traffic volume: 15,000 vehicles per 24 hours Cars: 2 x 1 lane with bus lane along the middle Public transport: buses in bus lane Cycling: on cycle path Parking: alongside the road Functions in vicinity: residential, shops, businesses, and hospitality

104

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Lighting: Width:

trees plane trees between road and cycle path 23.5 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

52 4 0 3

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Benchmark of city access roads

105

Profile of Aalsterweg Distances in metres Road width from faรงade to faรงade: 23,5 metres, 77.1 feet 106

Benchmark of city access roads

2,30

footway

2,00

cycle path

1,00

paved verge

2,00

parking

2,90

carriageway

3,40

bus lane

2,90

carriageway

2,00

parking

1,00

paved verge

2,00

cycle path

footway

1,90

Details Strong points are the separate cycle paths and the width of the parking spaces. The shops create a bustling street. The cycle paths are sufficiently wide, leaving less space for the pavement. The road is not very easy to cross due to its width and the three lanes. There are only a handful of crossings.

Aalsterweg (15,000 vehicles per 24 hours) is an area access road situated between Stratumsedijk and the N2. It is a radial route and, as such, has traditionally been an important road into and out of the city. There is a bus lane in the middle of the road along the section between Leostraat (outer ring) and Stratumsedijk, and there are shops on either side of the road. The three lanes (cars, outbound buses, cars) are separated by means of solid white lines. The road is lined on both sides with plane trees. Buses stop in the bus lane in the middle of the road, near the junction with Stratumsedijk and Leenderweg, from where the lane widens into two bus lanes. There are separate cycle paths on either side of the road. The side streets give onto the road by means of exits. The poor quality of the tarmac in the bus lane and the non-uniform buildings on both sides of the road (vacant buildings and low-quality appearance) give the street an untidy look. Combining 3 lanes into a single roadway gives it a ‘hard’ feel.

In the period 2008-2012, 52 accidents were reported at Aalsterweg, between Leostraat and Stratumsedijk, with 4 people injured. Four accidents involved slow traffic. That is a very small percentage. Because of the large amount of space afforded to motorised traffic, the chance of conflicts is high. The street complies with the road safety guidelines to only a moderate extent. The different traffic flows are not segregated (buses and cars sharing lanes in both directions). Although the road is a destination in itself for a number of activities, it is also a busy access road. At the same time, the spaces are sufficiently APPRAISAL OFparking THE ROAD wide and the road is recognisable and wide enough to provide a forgiving environment for vehicles. Cyclists have their own infrastructure.

“We are constructing a dedicated lane for high-quality public transport along the second section. Because of the shops and high traffic volume, there is not much we can do about this section of Aalsterweg. We would love to construct a second bus lane and provide more greenery, but the road is just not big enough.”

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Jacques Splint, transport engineer Municipality of Eindhoven

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Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

107

Separate cycle path

Church as a point of orientation at the end of the radial

Junction with side street

108

Benchmark of city access roads

Plane trees lining parking spaces

Outbound buses in bus lane, buses into the town centre on main road

Buses drive and stop on the main road

Underground wastebins incorporated into parking and tree strip

Parking alongside the road

Very poor condition of tarmac creates an untidy look Large amount of tarmac gives a â&#x20AC;&#x2DC;hardâ&#x20AC;&#x2122; feel and makes the road difficult to cross

Benchmark of city access roads

109

SOPHIASTRAAT Breda USE

Traffic volume: 12,000 vehicles per 24 hours Cars: 2 x 1 lane with green spaces and parking spaces along the middle Public transport: buses on roadway Cycling: in cycle lane Parking: alongside the road Functions in vicinity: residential, shops, businesses, and hospitality 110

Benchmark of city access roads

LAYOUT

Greenery: Tree species: Hedge species: Lighting: Width:

trees and hedges plane trees field maple between road and footway 29 metres

ACCIDENT STATISTICS 2008-2012 Number of accidents: Number of injured: Number of deaths: Slow traffic involved:

43 12 1 4

Nieuwe Kadijk

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Ettensebaan

W ilh elm in as

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Lu ne tst raa t

A27 illem

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Benchmark of city access roads

111

Profile of Sophiastraat Distances in metres Road width from faรงade to faรงade: 29 metres, 95.1 feet

112

Benchmark of city access roads

2,50

footway

1,90

parking

1,50

cycle lane

3,20

carriageway

1,70

hedge

1,90

parking

3,80

small road

1,90

parking

1,70

hedge

3,20

carriageway

1,50

cycle lane

1,90

parking

footway

2,50

Details Strong points are the green central reservation and parking spaces (enough to meet the high demand), the big square between Sophiastraat and Nassaustraat, providing a lot of manoeuvring space, and the safe pedestrian crossings. Access to the parking spaces in the central reservation is not very safe, given the narrow entrances and exits, and would need improving. Moreover, the traffic flows are not segregated, with cyclists, buses and cars all sharing the same lane.

Sophiastraat is a neighbourhood access road in the northeast of the centre, situated between Valkenbergpark and Wilhelminasingel. The two carriageways are separated by a green central reservation, which is used in part to provide parking spaces. These are accessible by means of their own little road, and separated by field maple hedges and plane trees. The road also has cycle lanes. The side streets give onto the road via give-way junctions or exits. Buses drive on the road and stop in dedicated bays. There are shops and cafes in some of the buildings and a number of law firms in the mansions. These mansions, coupled with the very green central reservation, tall trees and view of the park, give the road a stately and leafy urban feel. There is a reasonable volume of cycle traffic and through traffic using the road, which makes it lively.

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Jack de Bokx, transport engineer Municipality of Breda

The street meets the road safety guidelines reasonably well. The main road provides a forgiving environment for cars. The road is clearly an access road. Cyclists are not separated from the car traffic and the parking spaces are not wide enough. The road has multiple functions because of the central reservation where people can park APPRAISAL OF THE ROAD their cars. This creates additional flows crossing each other. As access roads go, the road is reasonably homogeneous.

-cro Criss

â&#x20AC;?This through route will largely be closed to traffic at the junction with Kennedylaan in 2015. Buses will also be rerouted. There have been complaints about speeding at night, when the street is quiet. We would like to downgrade it to a 30 km/h road. But the straights are too long and the lanes too wide. Also, the volume of car traffic is high and there is a bus service, which prevent us from downgrading the road. That said, the road will be closed on one side in 2015, which will reduce the amount of through traffic. The road profile will not be changed. It is a lovely 19th century street with lots of green. Cafes and restaurants fit this profile. We expect that shops at the lower end of the market will disappear after the closure. Parking in the central reservation is not ideal. We would rather have one large green central space, but the parking demand is just too high and there are no better alternatives.â&#x20AC;?

In the period 2008-2012, 43 accidents were reported at Sophiastraat/ Nassaustraat, with 12 people injured and 1 death (collision between a moped and a pedestrian). Seven accidents involved slow traffic.

Appraisal of the road according to the Functional Ambiance method

Benchmark of city access roads

113

Side streets structured as exits

Wide green central reservation

Junction with side street

114

Benchmark of city access roads

Diagonal zebra crossing

Fountain guiding traffic â&#x20AC;&#x2DC;naturallyâ&#x20AC;&#x2122; at the junction

Bus on main road with stop bay

A number of cycle parking spaces

Car park in central reservation to meet parking demand and need for green spaces

Benchmark of city access roads

115

Public transport tram on main road

Marialaan Nijmegen

Sint Annastraat Nijmegen

Groesbeekseweg Nijmegen

Vleutenseweg Utrecht

Heidelberglaan Utrecht

Croeselaan Utrecht

Brinkgreverweg Deventer

Avenue Ceramique Maastricht

IJburglaan Amsterdam

Overtoom Amsterdam

Mathenesserlaan Rotterdam

Prinsegracht Den Haag

Willemstraat Eindhoven

Boschdijk Eindhoven

Aalsterweg Eindhoven

Sophiasingel Breda

116

Benchmark of city access roads

separate tramway

bus on main road

separate busway

Stops bus and tram mixed

in car or bus lane

Cycling alongside road

parallel road

separate cycle path

Car cycle lane

2x1 with 1x2 with no central central reservation reservation

Parking alongside main road

alongside parallel road

Fun

Buildings residential

retail

commercial

squa

h no

tion

Parking alongside main road

alongside parallel road

Function

Buildings residential

retail

commercial

square

hospitality, cafes

Junctions traffic lights

no traffic lights

Side streets side streets

residential area

Pedestrian crossings traffic lights

zebra

markings

Cycle crossings trafffic lights

markings

Ligthing central

either side

Trees central

either side

Benchmark of city access roads

117

DEVENTER Snipperlingsdijk 4 7417 BJ Deventer Postbus 161 7400 AD Deventer T +31 (0)570 666 222

THE HAGUE Verheeskade 197 2521 DD Den Haag T +31 (0)70 305 30 53 EINDHOVEN Flight Forum 92-94 5657 DC Eindhoven T +31 (0)40 235 25 00 LEEUWARDEN F. HaverSchmidtwei 2 8914 BC Leeuwarden T +31 (0)58 253 44 46

www.goudappel.nl

118

Benchmark of city access roads

AMSTERDAM De Ruyterkade 143 1011 AC Amsterdam T +31 (0)20 420 92 17